Rail anchor for railways



March 1929- A; E. BARILJ ET m. 1,704,647

RAIL ANCHOR FOR RAILWAYS Filed June '7, 1928 2 Sheets-Sheet l 7 ,ggw

you 2% March 5, 1929. A. E. BARILI ET AL 1,704,647

RAIL ANCHOR FOR RAILWAYS Filed June 1928/ 2 Sheets-Sheet Ill 19 Patentedan, 5, Egg

ARTHUR E. H. BARILI, LOS ANGELES, CALIFORNIA, AND TEEOZDORE F. VON DORN,

OF NEW YORK, N. Y.; SAID BARILI ASSIGNORITO SAID VON BORN.

nan; AnoHon en narnwars.

Application m June 7,

i This invention relates to an improved and novel type of rail anchorsand the method of making the same, said anchors being especiallydesigned to be secured to the base portionof railroad track rails and inengagement with the stationary parts of the road bed for the purpose ofpreventing longitudinal displacement or creeping of the track railswhen,

subjected to the excessive strains caused'by 1 the travel of theheavy'r'olling stock over and upon-the, said rails. 1

- The main object of this invention is to provide a novel, simple,durable, economlcal, practical and thoroughly eflicient rail anchor froma single piece of metal preferably of high grade spring steel possessingsufiicientstrength to safely withstand all of the strains to whichdevices of this character are usually subjected, which may be easily andreadily ap lied to'the base portion of a railroad rail an securelyretained in its operativeposition thereon, and which will eifectuallygrip the rail and co-ope'rate with the stationary part ofthe road bed toprevent the rail from Q5 creeping under any and all conditions ofservice.

Another object of the'invention is to so construct our improved devicethat any tendency of the rail to creep or move forwardly during thetravel of the rolling stock thereon, will simultaneously cause theanchor to impart a greater and more intense grip to the base portion ofthe rail at-each side thereof, and thus effectually arrest and retardthat only the minimum amount of waste steel remains, and then byproperly heating the punched out blank so bend the said blank by,

a single machine as to produce the finished anchor device. 7

The foregoing and such other objects as may appear from the ensuingdescription are accomplished by the construction, arrangement, locationand combination of the parts hereinafter more fully described,illustrated in the accom anying drawings, andparticularly pointe out inthe claims ap ended hereto, it being understood that slight c anges.

in the precise form, proportions and minor 'such creeping or forwardmovement of the are to so 1928. Serial No. 283,534.

details of the construction may be resorted to without departing fromthe spirit or sacrificing anyof the advantages of the invention.

In the accompanying drawings forming a part of this specification, itwill be seen that:

Figure 1 is an elevation of the device embodying our invention, showingsaid device applied to a track rail in contact with a crosstie, with thesaid rail in cross-section.

Figure 2 is an end view of the device a plied to .the track rail incontact with tl e cross-tie with the rail in side elevation and thecross-tie incross-section. v

Figure 3 is a plan view of the same,

Figure 4 is a bottom plan of the device removed from the track rail.

Figure 5 is a side elevation of a slightly modified form of our anchordevice applied to a track rail, showing the rail in crosssection and aside elevation of a cross-tie.

Figure 6 is an end view of the same, showing the cross-tie incross-section and the rail in side elevation.

Figure 7 is a plan of the same.

Figure 8 is a bottom plan of the modified 'form of the device removedfrom .the rail.

In the embodiment of our invention as illustrated it will be seen thatthe numeral 1 indicates a railroad track rail and 2 an underlyingcross-tie fgrming a stationary part of the road bed andsupporting therail 1 and over which the railghas a tendency to creep forwardlywhenfsubjected to the intense and excessive strains caused by thepassage of the heavy rolling stock thereover.

Our novel'rail anchor 3 is fixedly secured to the base of the trackrailand it is formed of a single piece by'punching or stamping asuitable blanklfrom a fiat rolled bar of high grade spring steel orother's'uitable metal, after which the blankis properly heated, and bya's'ingle machine is bent into the finished formation, such as is shownin the drawings.

The anchor 3 thus formed and secured to the rail comprises acomparatively large headed portion 5 formed with an inwardly extendedjaw member 6 adapted to rigidly engage and clamp the upper face of therail ase 7 inwardly from the edge thereof, said member 6 being formedwith a verticaldownwardly extended body portion'S, the inner face ofsaid portion 8 being adapted to contact with the cross-tie throughoutthe depth of said face;

It will-be perceived that in the upper face edge 0 of the head portionis formed a curved deression or recess 9 so that when the anchor is eingapplied in its proper operative position of the-jaw with the portion 11of the anchor resting in contact with .the lower face ofthe rail base,sald recess serving to release considerable strains from. thecurved arm10,

and at the left of said recess 9 is a portion 12 of the anchor, whichcontacts with the lower face of the rail base in horizontal alinementwith the portion 11, while' the outwardly bent or curved arm or member.10' is so formed as to not contact with the lower face of the rail, andterminates at itsouter end with anupright clamping portion 13 adapted toengage and tightly clamp the other edge of the rail as clearly shown inFig. 1. The termim1 or outer end portion 13 of the curved arm orresilient member 10 is bent inward slightly, as shown in Fig. 4, andbefore being forced or sprung outwardly to clamp the edge of the rail itrests in contact with the lower face of the rail base,'but immediatelyupon being forced outwardly'by asuitable tool until it passes the lowerface of the rail. base it will snap upwardly against and tightly clampthe p the said rail base. It will be observed that the smooth inner faceof the body portion of the anchor at the from contact with the point 14rests in contact with the tie throughout its downwardly extended portionthereby preventing any cutting, lacerating or damaging of the tie.

It'will' be seen that the anchor is formed with rounded corners at thepoints 16 and 16, thereby materially lessening any tendency of theanchor to break off at said points when subjected to heavy and excessivestrains.

In applying the anchor to the rail, the anchor is first placed in itsproper position relative to the rail with the inner end of the Jawmember 6 in engagement with the upper inclined face of the rail basewith its depending body portion 8, and bent hook-shaped member 10 anditsterminal portion 13 resting beneath the bottom of the rail, with saidportion 13 in contact with the lower face of the rail base and incomparatively close prox-' imity to the edge of said base, thus causingthe sai I member 10' to be'under a resilient upward ,ension, so thatwhen a suitable tool, which is provided, is employed, to engage theouter' inwardl bent terminal portion of the resilient mem er 10 andsufiicientapressure is applied thereto the said terminal portion willslide along the rail base until it passes the edge of said base, when itwill immediate ly spring upwardly and tightly clamp the edge of the railbase with the central portion' of the member 10 resting slightly awayrail base, in the man- 'ne'r shown'in Fig. 1, and'the tendency of theresilient terminal end portion of the anchor to return to its originalshape results in an extreme and intense gripping action on the railbase, such gripping action being more than suflicient to retain theanchor in its proper secured position regardless of any and allvibrations to which the rail may be sub jected, and in spite of weatherchanges or the like.

Referring now to the slightly modified form of anchor, such as isshown'in Figs. 5, 6, 7 and 8, respectively,it will be seen that theanchor is formed of somewhat thinner material than the body portion 16being doubled or folded upon itself throughout its length and breadthwith the folded portions 18 resting. in spaced relation to each. otherto form what may be properly termed a cushion-like structure, hence whenthe traflic is all in one direction it forces therails forward until allanchors are resting solidly against the cross-tie, and when a trainpasses on the track and forces a wavelike motion to the rails, also asudden application of the brakes imparts an unusual forward force, tothe rails and since the anchors are. already in solid contact withtheties-there can be no give or yield with the result that the ties must beforced forward with the ballast which displaces the tie to some extentand throws all resistance on the rail joint that is secured to one orboth of the ties, While our double bent rail anchor being folded inspaced ready to receive the next force produced by a train passing overthe track rail, and while the spring action is not extensive it issufiicient to counteract the sudden force of the rail and create acushioning effect. The folded over portion produces a double jawformation,

which constitutes an exceedingly strong reinforced jaw member, while thecurved resilient hook-shaped member 19 and its terminal portion 20 areformed and function substantially the same as the anchor hereinbeforefirst described.

'It will be understood that our improved anchor may be formed of anythickness or any suitable or desirable dimension which may be desired-orrequired for the purposes for which it is to be utilized.

. Having thus described our invention what wet claim and desire tosecure by Letters Paten 1s:

I, A rail anchor comprising a aw member, an integral downwardly extendedbody portion terminating at its lower end in vertical ahnement with theouter edge of the aw member and parallel with the upper edge of said jawmember and formed with an inner smooth face adapted to contact with across-tie, an upward extension formed at the other end, and anintermediate outwardly extendedhookshaped portion.

2. A rail anchor comprising a jaw member, a downwardly extended bodyportion terminating at its lower end in vertical alinement with theouter edge of said jaw member and parallel with the upper edge of saidjaw member and formed with a smooth inner face adapted to contact with abroadened cross-tie throughout its depth, an upward clamping extensionformed at its other end, and an intermediate laterally extendedhook-shaped portion.

3; A rail anchor formed from a single piece of metal, comprising a jawmember and a downwardly extended body port1onterminat ing at its lowerend in vertical alinement with the outer edge of the jaw member, and anintermediate outwardly extended resilient portion bent inwardly at itsouter end and formed with an upright terminal clamping extension.

4. A single piece rail anchor for track rails of the characterdescribed, comprising a jaw member and a body member formed at one endthereof in Vertical alinemelit throughout, a semi-circular depressionformed in its upper face intermediate its ends, an upwardly extendedportion at each side of said depression adapted to contact with thelower face of the rail, and an intermediate outwardly extended resilientcurved portion away from contact with the rail, said curved portionbeing bent inwardly at its outer end and provided with an upright railclamping extension.

5. A single piece rail anchor for track rails, comprising a jaw memberand a body portion formed-at one end thereof disposed in verticalalinement with the outer edge of said jaw member, a recess formed in itsupper edge intermediate its 7 length, an upward extension formed at eachside of said recess adapted to contact with the lower face of the rail,a laterally extended resilient intermediate hookshaped portion, and anupwardlyextended clamping portion at its other end.

6. A single piece rail anchor for track rails, comprising a jaw memberand body portion folded upon itself in spaced relation to form a cushioneffect at one end thereof, a laterally and rearwardly extended resilientintermediate hook-shaped portion, and an upward clamping extensionformed at its other end.

ARTHUR E. H. BARILI. THEODORE F. VON DORN.

